SERVICE INFO

Download Mercury Outboard and Mercruiser Serial #s by year

  • Download Mercury Outboard Serial #s by year 1993 thru 2004 : Mercury_93_04
  • Download Mercury Outboard Serial #s by year 1963 thru 1992: Mercury 63_92
  • Download MerCruiser Serial #s by year 1995 thru 2004: mcm_95-04
  • Download MerCruiser Serial #s by year 1962 thru 1994: mcm_62-94

OUTBOARD IGNITION SYSTEM

DIAGNOSTIC SPECS

MERCURY IGNITION STSTEMS

Year

HP

CD Ign
(OEM PART#)

Stator
(OEM#)

Trigger

Stator

Trigger

Stator

Pack to Coil

 

Resistance (ohms)

Peak Voltage (cranking)

72-74

4 - 20

336-4516

336-4470 HS
336-4469 LS

Points

450-550 HS
3600-5500 LS

N/A

20V+ HS
180V+ LS

180V+

75-78

4 - 20

339-6222

339-5209

750-1400
Note 5

800-900
Per coil

4V+

180V+

180V+

75-76

20(200)

332-4911

396-5255

750-1400
Note 5

180-220 HS
5800-7000 LS

4V+

20V+ HS
180V+ LS

180V+

78-94

6 - 40

339-7452

86617

750-1400

200-250 HS
3250-3650 LS

4V+

20V+ HS
180V+ LS

180V+

95 & Up

15/20/25
2 Cyl

18495

398-9710

750-1400

75-90 HS
3250-3650 LS
Notes 3 & 11

4V+

20V+ HS
180V+ LS

150V+

70-71

40

332-4172

398-4424
398-4423

Cannot be tested with ohm meter

105-135 HS
2000-2400 LS

4V+

20V+ HS
170V+ LS

170V+

75-78

40(402)

332-4911

398-5255

750-1400
Note 5

180-220 HS
5800-7000 LS

4V+

20V+ HS
180V+ LS

180V

75

50 - 65

333-3213

333-3176 HS
333-3175 LS

Ignition driver

9-11 HS
385-425 LS

N/A

130V+

130V+

68-76

3 Cyl
4 Cyl
6 Cyl

332-2986
332-4796

398-4793
398-4792

See Merc
Tech Bulletin

Battery

2.5V
Note 7

None

120V+ at idle

76-87

3 Cyl

332-7778

398-5704

750-1400

135-165 HS
5800-7000 LS

4V+

20V+ HS
180V+ LS

180V+

88 & Up

3 Cyl

332-7778

398-8778

750-1400

125-155 HS
5800-7000 LS

4V+

20V+ HS
180V+ LS

150V+

91-95

50/55/60/45Jet
3 Cyl

19052

398-8778
398-9710

1200-1400

75-90 HS
3250-3650 LS

4V+

20V+ HS
180V+ LS

150V+

96 & Up

3 Cyl

18495

398-9710
398-9873

1200-1400

15-35 HS
1000-1600 LS

4V+

20V+ HS
180V+ LS

150V+

94 & Up

75/90/65JET
3 Cyl

18495

398-8778
398-9710

1200-1350

75-90 HS
3250-3650 LS

4V+

20V+ HS
180V+ LS

150V+

76-87

4 Cyl

332-5772

398-5454

750-1400

125-155 HS
5800-7000 LS

4V+

20V+ HS
180V+ LS

180V+

88-94

4 Cyl

332-5772

Note 6
398-8778
398-9710

1200-1400

75-90 HS
3250-3650 LS

4V+

20V+ HS
180V+ LS

180V+

95 & Up

100/115/125
4 Cyl
16 amp

332-5772

398-8778
398-9710
398-9873

1200-1400

75-90 HS
3250-3650 LS
Note 3

4V+

20V+ HS
180V+ LS

180V+

95-96

120 Sport Jet
4 Cyl

332-826866

Note 6
398-8778
398-9710

1200-1400

75-90 HS
3250-3650 LS

4V+

20V+ HS
180V+ LS

150V+

77 & Up

6 Cyl
9 - 15 amp

332-7778

398-5454

750-1400

135-165 HS
5800-7000 LS

4V+

20V+ HS
180V+ LS

180V+

90 & Up

6 Cyl
16 amp

332-7778

398-5454

1200-1400

135-165 HS
5800-7000 LS

4V+

20V+ HS
180V+ LS

150V+

90-95

6 Cyl
40 amp

332-7778

398-9610

1000-1400

90-140 HS
3350-4050 LS

4V+

20V+ HS
180V+ LS

150V+

96 & Up

6 Cyl
40 amp

332-7778

398-9610

1000-1400

90-140 HS
3350-4050 LS

4V+

20V+ HS
180V+ LS

150V+

97 & Up

175 Sport Jet
16 amp

18495

398-9873

1200-1400

75-90 HS
3250-3650 LS

4V+

20V+ HS
180V+ LS

150V+

LS = Low Side

HS = High Side

1) Most Mercury ignition systems use a red wire and/or red/white stripe for the high speed charge coil, and blue and/or blue/white stripe for the low speed charge coil.

2) 3 and 6 cyl. 76 & Up. Charge coils are measured from ground.(Black wire if present) to the red and blue wires.

3) 4 cyl 76 & Up switch box, charge coils are measured between the wires(blue to blue/white, red to red/white) with no connection to ground.

4) CDI stators/triggers will vary from the original charge coil readings specified in the manuals. All readings be consistent and no varnish leakage should be visible.

5) 2 cyl triggers read between the two trigger wires.

6) All red stators will read approx. 600-700 ohms between the white/green and the green/white wires, (DVA 180V+) Mercury red stators do not have a low/high speed winding.

7) Battery CD triggers: 393-3736 measure between black and white wires/ 332-4797 measure between black and blue wires.

BATTERY IGNITIONS

A large portion of the problems with the battery CD units are caused by low battery voltage and/or bad ground connections. Low voltage symptoms are weak fire or weak erratic firing of cylinders.

  1. Check all battery and ground connections.
  2. Dead or no fire until you let off of key switch: Check the voltage on the red and white ignition wires at the CD unit. If the voltage is less than 9.5 volts at cranking, there is a problem in the battery wires or ignition switch circuit. these units require at least 9.5 volts to fire properly. On a 332-2986 switch box, check the voltage on the brown terminal(white/black for 332-4796) where the trigger is connected. It requires at least 9 volts at cranking. DVA check between the white and black wire(black and blue on 332-4796). You should read at least 2.5 volts at cranking. Connect a jumper wire directly from the battery(+) terminal to the red and white ignition wires. CAUTION: Do not connect the jumper wire to the white trigger terminal. Retest. ATTENTION: In order to kill the engine if it cranks, the jumper wire has to be disconnected and/or choke the engine. If the engine still fails to crank, recheck voltage as above. If low replace battery and retry. If there is still no fire, disconnect points wire(or trigger wires) and connect to battery CD tester according to the instructions on the back of the tester, and aline rotor with a spark plug wire. Connect a spark gap tester to all plug wires and turn the ignition switch on. If the CD unti fires to only one spark plug wire, check points wire(for breaks or shorts) or trigger. IF ANY other plug wires fire besides the one that the rotor is aligned with, the distributor cap and rotor should be replaced. The battery CD tester will fire the system to approximately 3,000 RPM. If the battery CD tester is not used, strike points wire against engine ground. If the CD unit fails to fire with this hookup, the CD unit is usually bad.
  3. Engine cranks and fires as long as the starter is engaged. This problem usually indicates a bad trigger.
  4. Check the ignition coil: An open, cracked, or poorly grounded coil, can burn out a battery CD.
  5. Check the DVA voltage on the primary input wire to the coil: Using the Fluke meter with the peak reading voltage adapter, or CD-77. The reading should be approximately 100 volts or more for OEM CD's.
  6. Inline engines with internal exhaust plate: if engine speeds up when you remove one spark plug wire, the internal exhaust plate is more than likely warped.

POWER PACKS AND CD'S

  1. Disconnect the kill wire(s): Connect a DC voltmeter between the kille wires and engine ground. Turn ignition switch on and off several times. If at any time you see DC voltage appearing on the meter, there is a problem in the harness, or ignition switch. Note: At no time should you see voltage on any kill wires. Battery voltage on the kill circuit will destroy most CD units.
  2. Visually inspect stator for cracks or leaks: if found, replace the stator. Burnt marks or discolored areas on the battery charge windings, indicate a possible problem with the rectifier.
  3. Unit will not fire:Disconnect kill wire AT THE PACK. Check for broken or bare wires on the unit, stator, and trigger. Check DVA voltage of the stator(on 3 and 6 cylinder models read from each red and blue wire to engine ground; on 4 cylinder models read between the two red wires, and the two blue wires), with everything connected. The readings should be approximately 180 volts or more on the blue wires, and 30 volts or more on the red wires. Disconnect the rectifier. If the engine fires, replace the rectifier.
  4. Engine will not kill: Check kill circuit in the pack by using a jumper wire connected to the black/yellow terminal or wire coming out of the pack and shorting it to ground. If this kills the engine, the kill circuit in the harness or on the boat is bad, or possibly the ignition switch has a problem.
  5. High speed miss: Disconnect the rectifier and retest. If miss is gone, rectifier is usually at fault. If the miss still exsists, check DVA voltage(between the red wires on 4 cylinder, or red wires to engine ground on 3 and 6 cylinders) of the stator at high speed. NOTICE: Use caution when doing this and do not exceed the rated voltage range of your meter. The readings should show a smooth climb in voltage. If there is a sudden or fast drop in voltage right before this miss becomes apparent, the stator is usally at fault. If there is no indication of the problem, it could be a small water leak in one or two cylinders.
  6. Coils fire with spark plugs out, but not in: Check for dragging starter or low battery causing slow cranking speed. DVA test stator and trigger. Disconnect recifier, regulator, and retest. If the problem goes away, replace the rectifier and/or regulator.
  7. Engine runs rough on top or bottom 2 cylinders(four cylinder engines): Check DVA voltage of the stator between blue wires and ground. Readings to ground should be fairly equal. If unequal, swap stator leads(blue with blue/white, red with red/white) and see if the problem moves with the stator leads. If it does, replace the stator. Check trigger resistance between number 1 and number 2, compare to resistance between number 3 and number 4. The readings should be approximately 850 - 1250 ohms. For test purposes only swap trigger leads 1 and 3, and 2 and 4. If the problem moves, replace the trigger. If it does not move, swap coil primary wires, and replace the pack if the problem remains on the same terminals.
  8. No fire on one bank(odd or even cylinders on inline 6 cylinder engines): Check DVA voltage of the stator, checking from each red and blue wire to engine ground. The readings should be approximately 180 volts or more on the blue wires, and 30 or more on the red wires. If a DVA meter is not available, swap both sets of the stator wires between the packs. If the problem moves, replace the stator. If the problem stays on the same bank, swap physical locations and all connections of the two packs. If the problem stays with one pack, replace the pack. Note: If the pack is bad, it is recommended that both packs be replaced at the same time. If the packs loose ground internally or externally, they usually have severe damage to the bias circuit, and have to be replaced as a set.
  9. Intermittent firing on one or more cylinders: Disconnect the white/black wire between the packs on a 6 cylinder and retest. If all cylinders now fire, replace both packs, as there is a problem in the bias circuitry. On all others, check for low voltage from the stator and the trigger. Disconnect the rectifier and retest. If the problem disappears, replace the rectifier.
  10. All cylinders fire, but the engine will not crank and run: On 3 and 6 cylinder engines, disconnect white/black wire and check the bias circuit(white/black terminals) resistance to engine ground. Readings should be approximately 15,000 ohms for standard packs, and 9,600 ohms for racing units. If the readings are correct on the packs, index the flywheel and check timing on all individual cylinders. If the timimg varies, replace the packs. On 4 cylinder engines, the bias circuit is internal therefore, the only way to varify proper operation of the bias circuit, is to index the flywheel and check timing on each cylinder. If the timing is off, replace the packs.

FORCE

Year

HP

Trigger

Stator

Trigger

Stator

Pack to Coil

Resistance (ohms)

Peak Voltage (cranking)

78-83

6 - 8

48-52 See note S

680-800 See note U

0.5V+

180V+

150V+

77-80

9.9 - -35

48-52 See note S

58-65 High Side See note AA 1775-1850 Low Side

0.5V+

25V+ 180V+

150V+

78-91

20 - 35

48-52 See note S

58-65 High Side See note AA 1775-1850 Low Side

0.5V+

25V+ 180V+

150V+

92-95

2 Cyl

1200-1350 See note W

See note A & BB 75-90 HS See note Z 3250-3650 LS

4V+

25V+ 180V+

150V+

94-96

2 cyl

1200-1350 See note W

130-150 High Side See note CC 5000 Low Side

4V+

25V+ 180V+

150V+

80-86

50 - 125

48-52 See note S

680-800 See note T

0.5V+

180V+

150V+

87-89

50

48-52 See note S

680-800 See note U

0.5V+

180V+

150V+

86-89

85 - 125

48-52 See note S

680-800 See note T

0.5V+

180V+

150V+

89-90

50 - 120

48-52 See note S

680-800 See note T

0.5V+

180V+

150V+

91-92

50 - 150

48-52 See note S

680-800 See note T

0.5V+

180V+

150V+

91-92

120 - 150

1200-1350 See note V 925-1050

12V Inverter

4V+

225V

150V+

92-95

3 cyl

1200-1350 See note V

See note A & BB 75-90 High Side 3250-3650 Low Side

4V+

25V+ 180V+

150V+

92-95

4 cyl

1200-1350 See note X

See note A & BB 75-90 High Side 3250-3650 Low Side

4V+

25V+

150V+

96-99

3 - 4 Cyl

800-1350

600-700

4V

180V+

N/A

A) Blue to blue/white may read 600 ohms for some CDI stators.

S) Check DVA and resistance readings between the wire pairs for each cylinder. Each cylinder has two wires from the trigger.

T) Check DVA and resistance readings between the blue and yellow stator wires(some units may have brown wires with blue and yellow stripes).

U) Check DVA and resistance readings between the two staor wires(some units have two blue wires instead of a blue and yellow)>

V) Test from the white/black stripe to all of the other trigger wires.

W) Measure between the two trigger wires.

X) Check between the #1 and #2 cylinder trigger wire set, and between the #3 and #4 cylinder wire set.

Z) Read from the blue to blue/white and red to red/white.

AA) Check from blue to ground and blue to yellow.

BB) Red stators approx. 600 - 700 Ohms between white/green and green/white wires(DVA 180+). Red stators do not have low/high speed windings.

CC) Measure from the black to the blue and red wires.

Battery CD Ignitions

A large portion of the problems with the battery CD units are caused by low battery voltage and/or bad ground connections. Low voltage symptoms are weak fire or weak erratic firing of cylinders. Warning: Battery reversal will cause severe damage to the CD units and to the rectifier. While the Chrysler/Force battery ignitions are similar to OMC's, care must be taken with regards to the color codes of the wires. The following list will assist you as a general guideline.

  • Red: +12V direct battery connection
  • Blue: +12V ignition switch
  • Gray: + Terminal of coil
  • White: OEM Tach
  • White/Black stripe: Points or preamp
  • Black: Engine ground
  1. Check all battery and ground connections. Maximum battery voltage is 16v DC.
  2. Check the voltage on the blue wire at the CD unit. If the voltage is less than 9 1/2 volts during cranking, there is a problem in the battery circuit. These units require at least 9 1/2 volts to fire properly. Connect a jumper wire directly from the + battery terminal to the CD and retest. Warning: If the motor starts with jumper wire connected, you will be required to remove the jumper to kill the motor. If motor starts with jumper connected, there is a problem with voltage in blue wire. Repair as necessary.
  3. Disconnect points/sensor wire. Strike the points/censor wire against engine ground. The CD unit should fire every time. If the CD unit fails to fire, check the ignition coil for cracks or poorly grounded condition. A poorly grounded ignition coil can burn out a battery CD. Connect a spark gap tester directly to the coil. If it doesnt fire, replace the coil with any known good CD coil. If the CD unit still fails to fire, it is normally bad.
  4. Check the DVA voltage on the gray wire primary input wire to the coil. Using a DVA meter, readings should be 200 volts or more.

Magnapower II CD Systems

  1. Disconnect the white and blue kill wires from the CD and connect a DC voltmeter between the kill wires and engine ground. Turn the ignition switch on and off several times. AT NO TIME SHOULD YOU SEE THE BATTERY VOLTAGE ON A KILL CIRCUIT.
  2. Connect a spark gap tester to all ignition coils and test with the spark plugs in and out.If the coils fire only with the plugs out, check compression with all spark plugs removed. A blown head gasket on these engines can cause a no fire problem if the plugs are installed. NOTE: This is an unexplained situation, but experience has shown that it can occur.
  3. Check the DVA voltage on the T1 and T4 terminals using the Fluke meter with the peak reading adapter (CDI #511-9773), or CD 77, by cranking the engine over and stopping to read the voltage. You should read between 170-270 volts.
  4. If either T1 or T4 has a low reading, disconnect the trigger module wires (white/blue and green/white) and retest. If the readings are now correct, the trigger module is probably bad. If there is still a low reading, use a set of jumpers and swap the green and white capacitor leads. If the low reading stays on the same terminal, the CD is bad. If it follows one lead of the capacitor, then the capacitor is bad.
  5. Check to see if the ignition coils are wired properly. On a 2 cylinder engine, #1 is connected as NEGATIVE ground and #2 is POSITIVE ground. With a 4 cylinder, #1 and #2 are NEGATIVE ground and #3 and #4 are POSITIVE ground.
FORCE/U.S. MARINE Alternator Driven Ignitions

For P/Ns:116-3301, 116-5301, 116-8301, 475301-1 (300-F475301-1), 653301 (300-F817974A1), 658301-2,685301-1 (300-F658301-2)

(NOTICE: Maintenance-free batteries are not recommended for use with these systems)

DVA readings should always be taken with everything connected.

  1. Check for broken wires and terminals, especially inside the plastic plug-in connectors. We recommend that you remove the pins from the connectors and visually inspect them.
  2. Check the flywheel for broken or loose magnets.
  3. Disconnect the kill wires from the CD and connect a DC voltmeter between the kill wires and engine ground, turn the ignition switch on and off several times. If, at any time, you see voltage appearing on the meter, there is a problem in the harness or ignition switch. AT NO TIME SHOULD YOU SEE BATTERY VOLTAGE ON A KILL CIRCUIT.
  4. Visually inspect stator for burned or discolored areas. If found, replace the stator.If the areas are on the battery charge windings, it indicates a possible problem with the rectifier.
  5. If no fire on any cylinder: Disconnect kill wire AT THE PACK. Check for broken or bare wires on the unit, stator and trigger. Using the Fluke meter with the CDI 511-9773 Peak Reading Adapter, or CD-77 and CDI 511-9770 Piercing Probes, measure DVA voltage of the stator between the output wire sets. With everything connected, readings should be approximately 180 volts or more. The OEM stator resistance between the blue and yellow wires is 700-900 ohms. CDI/Rapair stators should read 300-500 ohms. Disconnect the rectifier. If the engine fires, replace the rectifier.
  6. No fire or intermittent on one cylinder: Check stator and trigger resistance. Trigger wire sets read approximately 50 ohms between the wire sets(DVA-5V or more), OEM stators read 700-900 ohms (DVA 180V or more) from blue to yellow, while CDI/Rapair stators read 300-500 ohms. If readings are good, disconnect kill wire from one pack. If the dead cylinder starts firing, the problem is likely the blocking diode in the other pack.
  7. No fire on two cylinders: If two cylinders from the same CD unit will not fire, the problem is usually in the stator. Test per 5 above.
  8. Engine will not kill: Check kill circuit in the pack by using a jumper wire connected to the kill wire coming out of the pack and shorting it to ground. If this kills the pack, the kill circuit in the harness or on the boat is bad, possibly the ignition switch.
  9. Coils only fire with the spark plugs out: Check for dragging stator or low battery causing slow cranking speed. DVA test stator and trigger.
  10. High speed miss: Using the Fluke meter with the CDI 511-9773 peak reading adapter (or CD-77) and CDI 511-9770 piercing probes, DVA check stator voltage to each pack at high speed. If it exceeds 400 volts, replace the pack. Disconnect the rectifier and retest. If the miss is gone replace the rectifier.

EVINRUDE

Battery Ignitions

A large portion of the problems with the battery CD units are caused by low battery voltage and/or bad ground connections. Low voltage symptoms are weak fire or weak erratic firing of cylinders.

  1. Check all battery and ground connections.
  2. Check voltage on the red (or purple) wire at the CD unit. If the voltage is less than 9.5 volts during cranking, there is a problem in the battery circuit. These units require at least 9.5 volts to fire properly. Connect a jumper wire directly from the battery(+) terminal to the red (or purple) wire. Retest. ATTENTION: In order to kill the engine if it cranks, the jumper wire must be disconnected and/or choke the engine. If the engine still fails to crank, recheck voltage as mentioned above. If low, replace battery and retry.
  3. Disconnect points and/or sensor wire and connect battery tester. Connect the battery CD tester according to the instructions on the back and align rotor with spark plug wire. Connect a spark gap tool to all spark plug wires and turn ignition switch on. If the CD unit fires to only one spark plug wire, check the points, sensor, anti reverse spring, and wires for breaks or shorts. IF ANY other spark plug wire fires besides the one the rotor is aligned with, the distributor cap and rotor should be replaced. The battery CD tester will fire the system to approximately 3000 RPM. If the battery CD tester is not used, strike points wire against engine ground. For the sensor, strike the two sensor wires together. The CD unit should fire every time. If the CD unit fails to fire, it is usually bad.
  4. Check the ignition coil An open, cracked, or poorly grounded coil, can burn out a battery CD unit.
  5. Check the DVA voltage on the primary input wire to the coil. Reading should be approximately 200 volts or more.
  6. Simplified bench test

Power Packs & CD's

  1. Check the flywheel for cracked and/or loose magnets. Be sure the magnets are secure and have not moved out of place.
  2. Disconnect the kill wire(s) from the pack and connect a voltmeter between the kill wires and engine ground. Turn the ignition switch on and off several times. If at any time you see DC voltage appearing on the meter, there is a problem in the harness, or ignition switch. Note: At no time should you see voltage on any kill wires.
  3. Visually inspect stator for cracks or leaks: if found, replace the stator. Burnt marks or discolored areas on the battery charge windings, indicate a possible problem with the rectifier.
  4. Unit will not fire:Disconnect kill wire AT THE PACK. Check for broken or bare wires on the unit, stator and timer base. Measure DVA voltage of the stator with everything connected. Readings should be approximately 150 volts or more. On standard CD types, check DVA voltage on the timer base white wire. Voltage should be approximately 150 volts or more (Quick start units usually have the white wire tied to the ground inside the pack). If reading is good on the stator but low on the white wire, the timer is usually bad. Disconnect the rectifier. If the engine fires, replace the rectifier.
  5. '88 - ' 96 V6 & V8 Quick start timer bases: Disconnect the timer base using the Fluke meter set to ohms scale and one of the piercing probes, connect the red lead from the meter to the white wire in the Amphenol connector to the timer base. Use the black lead from the meter, and check to all of the pastel colored wires in both connectors from the timer base. All of the readings should be fairly even, normally between 1 & 2 meg ohms measured with the Fluke meter. With the red lead still connected to the white wire, connect the black meter lead to the black/white wire in the opposite connector from the timer base. You should read approximately 220 ohms (440 ohms on the GT 150/175). If one or more cylinders are out of line (i.e. all the rest are reading 1.2/1.8 meg ohms, and one reads 0.898 or 2.2 meg ohms) the timer base is usually bad.
  6. '92 - '96 Looper units with optical triggers: DVA check the stator, each set of brown wires should read at least 150 V (950 - 1050 ohms) and 12 volts between the two orange wires from the power coil (50 ohms). Note: These plug connectors containing the kill wires use a jumper wire to connect the kill wires in the pack. If the pack still fires, there is a problem in the harness, safety circuit, or ignition switch. A no fire situation with the jumper in place, indicates a bad pack.
  7. '89 - '95 4 cylinder looper unit: If the engine misses on one cylinder with the white/black temperature wire hooked up, and does not with it unhooked, this is usually the timer base causing the problem.
  8. For PowerPack 4 units: Cylinder 1 & 3 or 2 & 4 will not fire: Check timer base resistance between 1 - 3 and 2 - 4. Readings should read 10 - 20 ohms on each. Check air gap on sensor coils. If regapping is needed, R97-2 sensor gap gauge is required.
  9. Engine will not kill: Remove the black/yellow kill wire from the rubber connector to see if the pin is broken. Check kill circuit in the pack by using a jumper wire connected to the black/yellow wire coming out of the pack and shorting it to ground. If this kills the engine, the kill circuit in the harness or boat is bad, or the ignition switch is bad.
  10. Coils fire with spark plugs out, but not in: Check for dragging starter or low battery causing slow cranking speed. DVA test stator and timer base.
  11. Engine runs rough on one bank ( 4 and 6 cylinder engines with CD ignition): DVA check stator voltage to both sides. The readings should be fairly equal. If it exceeds 400 volts, replace the pack on that bank. If unequal, swap banks with stator leads and see if the problem moves with the stator leads. If it does, replace the stator. Disconnect one of the black/yellow kill wires AT THE PACK. If the problem is eliminated, replace the pack that was running smooth, as it probably has a bad blocking diode.
  12. Intermittent firing on one or more cylinders: Low voltage from the stator or a bad timer base. Disconnect rectifier and retest. If the problem disappears, replace the rectifier.
  13. Check for broken wires and terminals: Especially check inside the rubber Amphenol plug-in connectors. We recommend that you remove the pins from the connectors and visually inspect them.

Year

HP

Ign. Type

Trigger

Stator

PWR Coil

PWR Coil

Trigger

Stator

Pack Output

Comments

Resistance (ohms)

Peak Voltage (cranking)

89 & Up

4 - 55

CD2USL

N/A

450/600

N/A

N/A

N/A

150V

125V

85-88

9.9 - 55

CD2

10-18, 36-45

450-600

N/A

N/A

0.5V

150V

125V

87 & Up

2.5 - 4

CD2

40 - 50

430-530

N/A

N/A

0.5V

150V

130V

95-97

25 - 35 3 Cyl

Optical Elec Start

See note 2

720-880

52-62

12V+

N/A

150V

125V

95-97

25 - 35 3 Cyl

Optical Man. start

See note 2

1010-1230

76-92

12V+

N/A

150V

125V

72-77

50 - 200

PP(Srw. term.)

10-20

450-600

N/A

N/A

0.5V

150V

125V

PP2 chg coil to gnd

67-72

55 - 85

Bat CD

Points

N/A

N/A

N/A

N/A

N/A

220V

9.5V min @ cranking See note 5

86-94

60 - 75

CD3

38-45

450-600

N/A

N/A

0.5V

150V

125V

95 & Up

60 - 70

CD3 12 amp

See note 1

750-950

360-440

12V+

1.5V

150V

125V

95 & Up

60 - 70

CD3 6 amp

8-14

360-440

360-440

12V+

0.5V

150V

125V

77-85

65 - 75

CD3

10-18, 36-45

450-600

N/A

N/A

0.5V

150V

125V

77-87

85 - 140

CD4

10-18, 36-45

450-600

N/A

N/A

0.5V

150V

125V

67-72

100 - 125

Prestolite

5-6

N/A

N/A

N/A

N/A

N/A

220V

9.5V min crank volts See note 5

88-95

88 - 115

CD4 6 amp Crossflow

36-45

500-620

N/A

N/A

0.5V

150V

130V

88-95

88 - 115

CD4 9-10 Amp Crossflow

36-45

430-530

N/A

N/A

0.5V

150V

130V

88-95

V4

CD4 9 amp Looper

See note 1

430-530

86-106

12V+

0.5V

150V

130V

88-95

V4

CD4 35 amp Looper

See note 1

765-935

86-106

12V+

0.5V

150V

130V

96-98

90 - 115

V4 Optical

See note 2

1000-1200

45-65

12V+

N/A

200V

180V

77-84

150 - 235

CD3/6

35-55

450-600

N/A

N/A

0.5V

150V

130V

85-91

150 - 175

CD3/6 9 amp Crossflow

35-55

455-505

N/A

N/A

0.5V

150V

130V

88-90

150 - 175

CD6 35 amp Looper

See note 1

765-935

86-106

12V+

1.5V

150V

130V

91-92

150 - 175

V6 Optical

See notes 2,3 & 4

495-605

86-106

12V

N/A

150V

130V

92-99

150 - 175

V6 Optical

See notes 2 & 4

495-605

45-65

12V+

N/A

150V

130V

85-88

200 - 225

CD3/6

35-55

950-1050

N/A

N/A

0.5V

150V

130V

88-99

200 - 250

CD6/8 35 amp Looper

See note 1

765-935

86-106

12V

0.5V

150V

130V

  1. These timer bases are hard to test. Please refer to the OMC troubleshooting section.
  2. Optical triggers cannot be tested by an ohmeter.
  3. The pack has a black sleeve on the trigger harness. You may use either the black or gray sleeved stators.
  4. If the pack has either a blue or gray sleeve on the trigger harness. You MUST use the gray sleeved stator.
  5. These units require a minimum of 9.5 volts at cranking, and a maximum of 16 volts at wide open throttle.